В.Кондратьев Самолеты первой мировой войны

"Ньюпор-24"/-24бис/-27

   Последние представители семейства "классических" полуторапланов "Ньюпор" с V-образными межкрыльевыми стойками. От предшественников отличались, прежде всего, "граненым" фюзеляжем и элеронами без расширения со скругленными законцовками. Кроме того, "Ньюпор-24" и -27 имели вертикальное оперение округлой формы с небольшим килем, а "Ньюпор-27" - новую форму стабилизатора и хвостового костыля. "Ньюпор-24бис" выпускался с типичным для более ранних "ньюпоров" вертикальным оперением, состоящим только из руля поворота.
   Все три модификации оснащались ротативными моторами "Рон" в 120 л.с. или аналогичными "Клерже" той же мощности. Стандартным вооружением был синхронный "Виккерс", который нередко дополнял курсовой "Льюис" над верхним крылом.
   "Ньюпор-24" появился в конце 1916 года, а прототип "Ньюпора-27" прошел летные испытания в феврале 1917-го. Машины были запущены в серию, однако к тому времени во Франции уже выпускался более энерговооруженный СПАД S-VII, которому "ньюпоры" проигрывали в скорости, прочности конструкции и разгонных характеристиках. В результате большинство из 1100 поздних французских "ньюпоров" отправили в летные школы и учебные подразделения.
Как и предыдущие версии машины, "Ньюпор-24" и -27 выпускались в России на заводе "Дукс", где сделано по разным данным от 100 до 150 экземпляров, а также на итальянской фирме "Ньюпор-Макки". 50 штук построено на английском филиале фирмы "Ньюпор". Эти машины состояли на вооружении 6-го и 11 -го дивизионов RNAS.
   Американцы закупили 140 "ньюпоров-24" и более 280 "ньюпоров-27", однако все они использовались только в качестве учебных. Небольшое количество "ньюпоров-24" выпустила по лицензии японская фирма "Токорасава".
   Если в Западной Европе боевая карьера "ньюпоров-24" и -27 оказалась короткой и закончилась уже в 1917 году, то в России они провоевали гораздо дольше. Завод "Дукс" продолжал выпускать "Ньюпор-24бис" до конца гражданской войны (окончание "бис" в документах обычно не ставили, поэтому все российские "ньюпоры" с "гранеными" бортами называли просто "двадцать четвертыми" или "тип XXIV"). Последняя партия поступила на вооружение РККВФ весной 1920 года и сразу отправилась на польско-советский фронт. В 1921-м "ньюпоры-24" участвовали в подавлении кронштадтского мятежа, а после окончания гражданской войны еще несколько лет применялись в летных школах. Приказ об их окончательном снятии с вооружения и отправке на слом вышел только в 1925 году. Японские "ньюпоры" также прослужили до середины 20-х годов.

  
ДВИГАТЕЛЬ: "Рон", 130 л.с. ("Ньюпор"24 и 24бис) или "Клерже",120 л.с. ("Ньюпор"27).
  
ВООРУЖЕНИЕ: аналогично "Ньюпору"17.
  

А.Шепс Самолеты Первой мировой войны. Страны Антанты

"Ньюпор-24 C1" 1917 г.

   Продолжая совершенствовать удачную машину, фирма "Ньюпор", не имея возможности установить более мощные двигатели типа "Сальмсон" (150 л. с.). из-за их слишком больших размеров, пошла по пути улучшения аэродинамики. Для этого в первую очередь был облагорожен фюзеляж: с помощью уширенных шпангоутов и продольных реек ему была придана овальная форма. Улучшено было и сопряжение капота с фюзеляжем. Незначительно увеличился размах крыла. Вертикальное оперение получило небольшой киль. Двигатель 9-цилиндровый, воздушного охлаждения, звездообразный, ротативный "Рон" (120 л. с.). Вооружение - синхронный пулемет "Виккерс". В остальном машина повторяла истребитель "Ньюпор-17". В связи с введением киля длина самолета была на 0,3 м больше. Кроме того, серийно выпускался и самолет "Ньюпор-25", отличавшийся от "Ньюпор-24" только тем, что имел вертикальное оперение, аналогичное "Ньюпор-17". Встречались варианты с двигателем "Клерже" (130 л. с.), "Рон" (110 и 130 л. с.). Последним самолетом фирмы, построенным по схеме полутораплана с V-образными стойками, стал "Ньюпор-27". Он мало отличался от "Ньюпор-24" внешне, но для обеспечения увеличенного радиуса действия была увеличена емкость топливного бака. Усилено вооружение: стояло два синхронных пулемета.
   Двигатель "Рон" (150 л. с.). Серийно машина выпускалась короткое время. Выпущено 207 машин. Она быстро была заменена более совершенной машиной "Ньюпор-28".

   В 1917 году японская фирма "Токоросава" приобрела лицензию на выпуск "Ньюпор-24", и до 1919 года он строился под маркой Ko.3.
   Кроме Франции и России эти машины закупали британские, бельгийские, итальянские вооруженные силы. После войны "ньюпоры" попали почти во все страны Европы и эксплуатировались до середины 1920-х годов. Именно эти машины составляли основу истребительной авиации Красной армии в годы Гражданской войны.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   "Ньюпор"17бис Ньюпор-24 Ньюпор-24-бис Ньюпор-27 С1
   1916г. 1917г. 1917г. 1917г.
   Размах, м 8,16 8,21/7,76 8,16/7,76 8,16/7,8
   Длина, м 5,80 5,87 5,85 5,9
   Высота 2,4 2,4 2,45
   Площадь крыла, кв.м 14,75 14,75 15,0 15,0
   Сухой вес, кг 355 375 375 375
   Взлетный вес, кг 547 573 567 567
   Двигатель: "Рон" "Клерже" "Рон" "Рон"
   мощность, л. с. 120 130 120 120
   Скорость максимальная, км/ч 176 175 171 172
   Скорость подъема на высоту
   2000 м, мин.сек 5,40 5,50
   Дальность полета, км 250 250 375
   Потолок, м 5300 5550 6800 5600
   Экипаж, чел. 1 1 1 1
   Вооружение 1 пулемет 1-2 пулемета 1-2 пулемета 1-2 пулемета

В.Шавров История конструкций самолетов в СССР до 1938 г.

"Ньюпор-XXIV" ( "Ньюпор-24" ) отличался от других "Ньюпоров" наличием небольшого киля. Обшивка фюзеляжа благодаря дополнительным планкам-стрингерам имела форму многогранника. Вооружение - один пулемет "Виккерс", синхронный. Самолет появился в России в 1917 г., в серии не строился, применялся до 1921 г. в десятке импортных экземпляров с двигателем "Рон" в 120 л. с. Был заменен самолетом типа "Ньюпор-XXIV бис".

   "Ньюпор-XXIV бис" ( "Ньюпор-24 бис" ). От самолета типа XXIV отличался только обычным для "Ньюпоров" оперением. Строился серийно на заводе "Дукс" в 1917-1920 rr. и широко применялся в гражданской войне. Есть упоминание об его варианте с крыльями от "Сопвича-разведчика" и с двигателем "Рон" в 80 л. с.

   Есть сведения о самолетах "Ньюпор-25" с "Клерже" в 130 л. с. (было 5 экземпляров) и "Рон" в 80, 110 и 130 л. с. в единичных экземплярах. Их даже называли "Ньюпор-27", но это был тот же "Ньюпор-XXIV бис" с другими двигателями.


Самолет||/
Год выпуска||1917/1917
Двигатель, марка||/
   мощность, л.с.||120/120
Длина самолета, м||6,4/6,4
Размах крыла, м||8,16(7,76)/8,16(7,76)
Площадь крыла, м2||15/15
Масса пустого, кг||355/375
Масса топлива+ масла, кг||67/67
Масса полной нагрузки, кг||192/192
Полетная масса, кг||547/567
Удельная нагрузка на крыло, кг/м2||36,5/38
Удельная нагрузка на мощность, кг/лс||4,6/4,7
Весовая отдача,%||35/34
Скорость максимальная у земли, км/ч||171/171
Время набора высоты 1000 м, мин||2,7/2,7
Время набора высоты 2000 м, мин||5,7/5,7
Время набора высоты 3000 м, мин||9,4/9,4
Время набора высоты 4000 м, мин||14,4/14,4
Время набора высоты 5000 м, мин||21,5/21,5
Потолок практический, м||6800/6800
Продолжительность полета, ч.||1,7/1,7

L.Andersson Soviet Aircraft and Aviation 1917-1941 (Putnam)

Nieuport 24bisC1

   The French Nieuport 24 was a light biplane fighter designed by Gustave Delage. Being a refinement of the very successful Nieuport 17 series the Nieuport 24 employed a new aerofoil section, a new tail unit and a more powerful engine. It underwent official trials at the Section Technique in February and March 1917 and displayed a modest improvement on the earlier Nieuport 17 and 23. The Nieuport 24C1 was then quickly introduced on the production lines.
   The structure of the faired fuselage consisted of four spruce longerons, spacers and formers supporting spruce stringers. It was covered by fabric except on the forward part which was plywood-covered. The circular engine cowling was made of aluminium. The 130hp nine-cylinder Le Rhone 9Jb rotary engine driving a two-blade wooden propeller was chosen for the new fighter. A single 7.7mm Vickers machine-gun was mounted slightly to starboard of the centre line on top of the forward fuselage. The tail surfaces with horn-balanced rudder and unbalanced elevators were of wooden construction with plywood covering, but the Nie 24bisC1 version reverted to the characteristic Nieuport tail assembly of steel-tube construction with fabric-covering. With a similarly shaped rudder and lacking a fin the Nie 24bisC1 was nearly indistinguishable from the Nie 17C1. The undercarriage consisted of simple aluminium tube V-struts and a conventional one-piece axle.
   The Nie 24 had swept fabric-covered wings and interplane V struts. The upper surface of the top wing was covered by plywood between the leading edge and the main spar. There were two box spars in the upper wing and a single spar in the lower wings, which were much narrower. Ailerons were fitted on the upper wing, which had a circular cut-out in the trailing edge. Deliveries started in the summer of 1917 but relatively few went into service with the French Aviation Militaire and with the RFC. Some 120 Nie 24 and 140 Nie 24bis aircraft were acquired by the USAAS in France for training and some went to Italy. A number were exported to Japan along with a few Nieuport 27s and the Nie 24 was adopted as the Imperial Japanese Army's standard fighter. It was produced there under licence as the Army Type Ko 3 Fighter in great numbers between 1919 and 1923.
   According to Shavrov twenty Nie 24s were delivered to Russia in 1917 and the Nie 24 and Nie 24bis were built by the Aktsionernoe obshchestvo Duks in Moscow from 1917. Six Soviet Nie 24bis were captured and used by Poland. Others were with the Latvian Air Force in 1919. At least eleven served in the Soviet Latvian Air Force in 1918-19. In December 1920 the RKKVF had sixty-seven Nie 24 and twenty-six Nie 24bis fighters on charge. The Civil War took its toll but production at GAZ No. 1 (ex- Duks) kept the number of serviceable aircraft up and in December 1921 there were seventy-nine of both types. They were employed in all military districts, but the majority was concentrated in the Ukraine. Production at GAZ No. 1 included the following c/ns:
   -2228-2261 and 2263-2292 (about sixty aircraft in 1920)
   -2347-2396 (fifty aircraft in 1921-1922)
   -2471-2496 (thirty aircraft in 1923)
   By September 1923 125 Nie 24s were in service, but their number diminished quickly and a year later only sixty-nine remained. They were used until 1922 by the Istrebitel'naya eskadril'ya in Moscow, the 1st and (until 1923) 2nd otryady of the Istrebitel'naya eskadril'ya at Kiev, the 4th, 14th and 18th Aviaotryady and the 2nd naval Istrootryad at Odessa. It served until 1925 with the 4th Otdel'naya istrebitel'naya aviaeskadril'ya at Minsk (including one aircraft named Metallist). This unit then received Fokker D.XIs and moved to Smolensk. Nieuport 24s were also employed as reconnaissance aircraft by the 12th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad at Pervomaisk and by the 17th Otdel'nyi razvedivatel'nyi aviatsionnyi otrvad at Chita until 1924.
   The Nieuport 24 was also used in small numbers by many other units including the 2nd otryad of the DVK and the NOA. Relegated to the fighter training role it served with the 1st Higher School of Military Pilots in Moscow, the Strel'bom school at Serpukhov and the Training Eskadril'ya in Moscow. Small numbers were also assigned to the Military-Technical School, the 1st School of Military Pilots and the Academy of the VVS. A few Nieuport 24s were given to local ODVF sections in 1924-25 for instructional purposes and for aviation propaganda. Fifty-six were written off by the VVS in April 1925, but all were not retired until 1926, when there were still a few with the 4th and 5th Otdel'nye istrebitel'nye aviaeskadrilii and the 1st Legkobombardirovochnaya eskadril'ya.
   Known c/ns of Soviet Nieuport 24 and Nieuport 24bis aircraft, excluding those built bv GAZ No. 1 in 1921-1923: 51, 65", 67, 68, 81, 273, 274, 278, 279, 286, 310, 322, 332, 335, 350, 367, 377, 379, 480, 4095, 4284 to 4287, 4293, 4300, 4301, 4303-4306, 4311, 4312, 4321, 5086, 5088, 5089, 5094, 5098, 5111, 5114, 5120, 5125, 5126, 5127-5129, 5131, 5134,5135, 5147, 5423, 5424, 542 5436, 5440 and 5627.


   120hp Le Rhone 9Ja or 130hp Le Rhone 9Jb
   Span 8.16m; length 6.4m; height 2.4m; wing area 15m2.
   Weight. Empty 555kg; loaded 556kg
   Maximum speed 170km/h; climb to 1,000m in 2.7min; ceiling 6,800m; endurance 2.15hr
   Conflicting data has been published, including the following dimensions: Span 8.21m; length 5.87m; wing area 14.75m2

W.Green, G.Swanborough The Complete Book of Fighters

NIEUPORT 17bis France

   Despite a preference for the Le Rhone engine to the Clerget on the part of Gustave Delage, a modified Nie 17 appeared late in 1916 with a 130 hp Clerget and full-length fuselage side fairings as the Nie 17bis. Seeing only limited French service, the Nie 17bis was ordered by the RNAS, both from the parent company and from British Nieuport & General Aircraft, some 80 eventually being delivered to the British service. Most RNAS Nie 17bis fighters mounted both a synchronised Vickers gun and an overwing Lewis gun, but the type failed to attain expectations, and later British Nieuport contracts for 100 aircraft were cancelled. Replaced in first line use by the Camel from June 1917, the Nie 17bis was relegated to the training role.

Max speed, 118 mph (190 km/h) at sea level.
Loaded weight, 1,263 lb (573 kg).
Span, 26 ft 9 in (8,16 m).
Length, 19 ft 0 in (5,80 m).
Height, 7 ft 10 in (2,40 m).
Wing area, 158.8 sq ft (14,75 m2).


NIEUPORT 17bis (DERIVATIVE I) France

   Nieuport single-seat fighter prototypes were numerous, but apparently undesignated - no record of their chronology having apparently survived. One that appears to have been related to the Nie 17bis and which has been described incorrectly as the Nie 25 was a Clerget-powered fighter with a faired fuselage like that of the Nie 17bis. This was mated to an upper wing lacking sweepback and a wooden fin and plain rudder rather than the characteristic Nieuport steel-tube balanced rudder. Setting this prototype apart from other Nieuports was its immense cone de penetration mounted as a stationary fairing ahead of the propeller. It may conceivably have had a 150 hp Clerget 9Bd rotary engine, but this is uncertain.


NIEUPORT 17bis (DERIVATIVE II) France

   By early November 1916, Nieuport had built and flown a single-seat fighter prototype reported to be "practically the same as” the Nie 17bis, but powered by a 150 hp Le Rhone engine. It is assumed - though without positive evidence - that this was the prototype featuring a Le Rhone engine enclosed by an unusually long-chord cowling. Having an Nie 17bis-type faired fuselage, it possessed vertical tail surfaces of generally similar profile to those of the Clerget-engined Nie 17bis derivative (see previous entry) with the cone de penetration, but with a horn-balanced rudder and a new tailplane and elevator assembly. The upper wing was mounted on two inverted Vee-type cabane struts and the Vickers gun was mounted on the port upper longeron. It would seem likely that this aircraft was an early prototype for the Nie 24.


NIEUPORT (Hispano-Suiza) France

   Construction began early in November 1916 of a new single-seat Nieuport fighter "designed to compete with the SPAD” and powered by a 150 hp Hispano-Suiza water-cooled engine with a circular frontal radiator. A contemporary report stated that "the empennage, rudder and elevators are all covered with three-ply wood and fabric”, and indicated that "M Delage expects great things of this machine". The Hispano-Suiza powered prototype was a clean and elegant aircraft, with a faired fuselage and close coamings around the cockpit. The lower wing was broader in chord than that of preceding Nieuport fighters, but the fact that this prototype was not developed beyond the flight test stage suggests that its performance offered an insufficient improvement on that of the similarly-powered SPAD S.VII.


NIEUPORT 24 France

   Yet a further refinement of the basic Nie 17/17bis series, the Nie 24 employed a new aerofoil section, was fitted with a wooden tail unit and was powered by a 130 hp Le Rhone 9Jb rotary. Official trials in February and March 1917 of an aircraft designated Nie 24 produced results not significantly better than those of the Nie 17 and 23. Nevertheless, the Nie 24 was ordered in quantity and was in service with French escadrilles in June 1917. The fact that the Nie 24 was, in the event, preceded operationally by the Nie 24bis suggests that some problems delayed the service debut of the earlier model. A few Nie 24s were supplied to the RFC in the summer of 1917, others were supplied to Russia, a total of 121 was acquired by the USA in November 1917, and production of 77 was undertaken by Nakajima in Japan from 1921/22 as the Ko-3 fighter-trainer with the 80 hp Le Rhone engine.

Max speed, 109 mph (176 km/h) at sea level.
Time to 9,840 ft (3 000 m), 9.4 min.
Empty weight, 783 lb (355 kg).
Loaded weight, 1,206 lb (547 kg).
Span, 26 ft 11 in (8,21m).
Length, 19 ft 3 in (5,87 m).
Height, 7 ft 10 in (2,40 m).
Wing area, 158.77 sq ft (14,75 m2).


NIEUPORT 24bis France

   Precisely why the Nie 24bis preceded the Nie 24 in operational service has never been satisfactorily explained. However, the Nie 24bis had something of the appearance of a stop-gap hybrid in that the elegant vertical tail, comprising fixed fin and horn-balanced rudder, adopted for the Nie 24 was discarded in favour of the balanced rudder of such types as the Nie 17bis. It seems likely that problems had been encountered with the manufacture or strength of the new vertical tail, and the earlier form had been retained while these were being resolved. With its fully-faired fuselage, the Nie 24bis therefore resembled the Nie 17bis with a 130 hp Le Rhone 9Jb in place of the similarly rated Clerget. It is also assumed that the Nie 24bis had the new aerofoil section adopted for the Nie 24. Normal armament comprised a single synchronised Vickers gun, while those delivered to the RFC - which service received at least five - conservatively retained the unsynchronised overwing Lewis gun. The American Expeditionary Force received 140 Nie 24bis fighters and the type was manufactured in Russia by Duks from 1917 until 1920. In service with France's Aviation Militaire, the Nie 24bis was rapidly superseded by the Nie 24.

Max speed, 106 mph (170 km/h) at sea level.
Time to 9,840 ft (3 000 m), 9.66 min.
Loaded weight, 1,225 lb (556 kg).
Dimensions as for Nie 24.


NIEUPORT 25 France

   Gustave Delage retained an affection for the Vee-strutted sesquiplane that exceeded the basic design’s realisable potential, and the Nie 25 apparently represented the ultimate variant, at least in respect of engine power. The Nie 25 was essentially a Nie 24 airframe adapted to take a 200 hp Clerget 11E 11-cylinder rotary. Armament consisted of a single synchronised Vickers gun. This type is believed to have first flown in July 1917, possibly initially with a 150 hp Clerget 9Bd engine, and the fact that it had an SFA type number suggests that series production was contemplated. However, the Clerget 11E was beset with difficulties and it was presumably for this reason that the Nie 25 was not built in quantity. One example was flown by Charles Nungesser and bore his colourful personal markings.

Time to 9,840 ft (3 000 m), 8.0 min.
No other data available for publication.


NIEUPORT 27 France

   Despite receiving a new SFA designation, the Nie 27 differed from the Nie 24 only in having an articulated two-part undercarriage axle and simplified tailskid similar to those of the Nie 25. The standard engine remained the Le Rhone 9Jb or 9Jby of 120 hp and 130 hp respectively, and the single synchronised Vickers gun was retained. The last Vee-strutted Nieuport sesquiplane to see operational service, the Nie 27 attained use with French escadrilles during the summer of 1917, but was rapidly outmoded. At least 87 were supplied to the RFC, which was not to withdraw this type finally until 20 April 1918, long after the Nie 27 was outclassed on the Western Front. It was used in quantity by Italy, and, in November 1917, a total of 287 Nie 27s was acquired by the US Air Service for the fighter training role. In Japan, Nakajima built 25 Nie 27s in 1923, and these served in the Imperial Army as fighters with the same Ko 3 designation as the Nie 24s.

Max speed, 107 mph (172 km/h) at sea level.
Time to 9,840 ft (3 000 m), 9.42 min.
Loaded weight, 1,179 lb (535 kg).
Span, 26 ft 11 in (8,21m).
Length, 19 ft 3 in (5,87 m).
Height, 7 ft 10 in (2,40 m).
Wing area, 158.77 sq ft (14,75 m2).


NIEUPORT 27 (Derivative) France

   On 22 October 1917, Gustave Delage’s Vee-strutted sesquiplane fighter was described in the following terms by General Petain: "The Nieuport is inferior to all enemy aircraft. It is essential that it be withdrawn very soon from all the escadrilles at the Front.” Whether a prototype apparently derived from the Nie 27 and intended to overcome that fighter’s shortcomings made its debut before or after Petain’s condemnation is not recorded, but it would seem to have represented Delage’s very last attempt to keep alive the combination of rotary engine and Vee-type interplane strut. Retaining the Nie 27 fuselage, tail surfaces, undercarriage and, apparently, the 130 hp Le Rhone 9Jby engine, this prototype in fact departed from the sesquiplane arrangement in adopting a two-spar lower wing of broader chord. The Vee-type struts featured broad apices to provide appropriate pick-up points. Armament consisted of paired synchronised 7,7-mm guns.

R.Mikesh, A.Shorzoe Japanese Aircraft, 1910-1941 (Putnam)

Army Type Ko 3 Fighter/Trainer

   Following the First World War, the Japanese Army imported a number of aircraft that had proved themselves in combat. Among these was the SPAD S.VII, imported in 1918, the (100) SPAD S.XIIIs in 1919, (50) Sopwith Pups in 1919, and the Morane-Saulnier A.I in 1922. Additionally, there were French Nieuport 24.C1 and 27.C1 fighters, imported in 1917. These were found to be the most manoeuvrable, and as a result the Army adopted the Nieuport 24.C1 as its standard fighter.
   This brought the need for additional aircraft of this type for Army service. They were built under licence agreement at the Tokorozawa Branch of the Army Supply Depot beginning in March 1919, but, later, production of these fighters was transferred to Nakajima. Le Rhone engines to power the aircraft were licence-manufactured by Tokyo Gasuden.
   There were actually two missions assigned to these Nieuport designed fighters. The Nieuport 24.C1 was used as a single-seat trainer powered by an 80hp Le Rhone engine; the other, the Nieuport 27.C1, equipped with a 120hp Le Rhone, wa used as a fighter. Both were so identified by markings on their tails. The Japanese Army referred to both as the Type Ni-24; the Ni being the first kana in the word Nieuport. In November 1921, a new designation system for Army aircraft was enacted, and both became the Ko 3.
   The first of the Nakajima-built aircraft was completed in July 1921. Structurally it was identical to the Nieuport 24.C1. These were a signed to fighter units beginning in June 1922 to replace the Type Hei 1 (SPAD XIII) Fighters and remained operational until the later years of the Taisho reign which ended in 1926, replaced then by the Type Ko 4; Nakajima Nieuport 29-C-1 fighters.
   As the Ko 3 was phased out of Army service, some were released to the civil market and used as single-seat sports aircraft until around 1933.

   Single-engine single-bay biplane fighter. Wooden Structure with fabric covering. Pilot in open cockpit.
   80-93hp Le Rhone or 120-130hp Le Rhone nine-cylinder air-cooled rotary engines, driving two-bladed wooden propellers.
   One fixed forward-firing 7.7mm machine-gun.
   Span 8.22m (26ft 11 1/2in); length 5.67m (18ft 7 1/4in); height 2.40m (7ft 10 1/2in); wing area 15sq m (161.463sq ft).

   With 80hp Le Rhone With 120hp Le Rhone
Empty weight 415kg (915Ib) 450kg (992Ib)
Loaded weight 595kg (1,311Ib) 630kg (1,389Ib)
Wing loading 39.7kg sq m 42kg sq m
   (8.1lb/sq ft) (8.6lb sq ft)
Power loading 7.44kg hp (16.4Ib hp) 5.25kg hp (11.5lb hp)
Maximum speed 74kr (85mph) 88kt (101 mph)

   Nakajima production only: thirty in 1921, forty-seven in 1922, twenty-five in 1923.

E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

00. Versuchs- und Beuteflugzeuge (Опытные и трофейные самолеты)
00.66 Nieuport 24bis N 5032 (rumänisch) Rh 120
00.71 Nieuport 27C N 5836 (italienisch) Rh 120

J.Davilla Italian Aviation in the First World War. Vol.3: Aircraft M-W (A Centennial Perspective on Great War Airplanes 75)

Nieuport 24

  Camurati reports that examples of the Nieuport 24 were supplied to Italy and used within some of the Nieuport squadriglias during the winter of 1917-18. This report cannot be verified.



Nieuport 27

  The Italians purchased Nieuport 27s from the French. In late 1917 and 1918 the Macchi firm was concentrating on license production of the Hanriot HD.1 and therefore, did not contract to build the Nieuport 27 under license. Only about 100 examples of the Nieuport 27 were obtained from the French.
  The Nieuport 27s were serving with one unit in November 1917. This was 91a Squadriglia based at Padova which was assigned to the 10 Gruppo under the control of the Comando supremo.
  By June 1918, nine squadriglias had Nieuport 27s on strength:
  III Gruppo (1st Armata): 75a Squadriglia;
  VII Gruppo (6th Armata): 81a and 83a Squadriglias;
  IX Gruppo (7th Armata): 72a Squadriglia;
  XX Gruppo (7th Armata): 74a Squadriglia;
  XXIII Gruppo (8th Armata): 78a and 79a Squadriglias; 85a Squadriglia at Piskupi (Albania); and 73a Squadriglia at Gazzo.

  The Nieuport 27s were used operationally during the Battle of Piave and the offensive at Vittorio Veneto.
  By October 1918 the number of squadriglias using Nieuport 27s had declined from nine to six. These were:
  III Gruppo (1st Armata): 75a Squadriglia;
  VII Gruppo (6th Armata): 83a Squadriglia;
  X Gruppo (Supreme Command): 70a and 82a Squadriglias;
  XX Gruppo (7th Armata): 74a Squadriglia;
  23 Gruppo (8th Armata): 79a Squadriglia.

The Nieuport 27s were quickly retired after the war; some were bought by private citizens for recreational flying.


Nieuport-Macchi 27 Single-Seat Fighter with One 120-hp Le Rhone Engine
  Wingspan 8.20 m; length 5.98 m; height 2.40 m; wing area 15 sq m
  Empty weight 365 kg; loaded weight 580 kg
  Maximum speed 186 km/h; ceiling 5,500 m; endurance 1 hours 30 minutes